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Патент USA US2115064

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April 26, 1938.
w. M. DWYER
CAR CONSTRUCTION
2,115,064
'
Filed Jan. 11, 1935
[men tar
William M Dwyer
Patented Apr. 26, 1938
2,115,064
r
'1,
UNITED STATES
PATENT‘ OFFICE!‘
CAB- CONSTRUCTION
William M. Dwyer, Chicago, 111.,’ assignor' to
W. H. Miner, Inc., Chicago, 111., a corporation '
oi‘ Delaware
Application January 11, 1935, Serial No. 1,278
4 Claims.
This invention relates to improvements in car
construction.
One object of the invention is to provide in
a railway car structure, means located at oppo
5 site ends of the car yieldingly embracing the
lading and reacting between the car structure
and lading to absorb shocks imparted to the
latter in directions lengthwise of the car due to
starting and stopping of the car and sudden
10 changes in speed thereof, thereby protecting
both the car structure and the lading from
damage.
-
'
Another object of the invention is to provide
means of the character indicated in the preced
15 ing paragraph, in the form of resilient end mem
bers on the railway car, especially adapted for
use in connection with lading in ‘the form of a
plurality of freight container units.
Still another object of the invention is to pro
vide shock absorbing means in the form of abut
2
ment members. respectively at opposite ends of
a railway car, which abutment members are
forced inwardly toward each other, by yielding
means, to embrace and clamp therebetween a
a plurality of freight container units arranged in
series lengthwise of the car and cushion said
container units against shocks, said abutment
members being adjustable away from each other
lengthwise of the car against the pressure of said
30 yielding means to temporarily effect spreading
apart of said members to permit loading of
groups of different sized containers therebetween,
said members being returned to clamping con
dition by the action of the yielding means.
35
A more speci?c object of the invention is to
provide in connection with a shock absorbing
means of the character described in the preced
ing paragraph, mechanism for adjusting the
abutment members toward and away from each
40 other and temporarily holding the same in any
desired position of adjustment while subject to
the in?uence of the cushioning action of the
yielding means.
Y
Other objects of the invention will more clear-.
45 ly appear from the description and claims here
inafter following.
In the drawing, forming a part oi‘ this speci?ca
tion, Figure l is a part top plan view and part
horizontal sectional view of one ‘end portion of
50 a railway car, illustrating my improvements in
connection therewith, said view being partly
broken away, and the horizontalv section corre
sponding substantially to the line l--l of Figure
3. Figures 2 and 3 are longitudinal, vertical
55 sectional views, corresponding respectively to the
(01. 105-454)
lines 2-2 and 3-3 of Figure 1. Figure 4 is a
transverse, vertical sectional view, partly broken
away, corresponding substantially to the line 4—4
01’ Figure 2, said view being to one side of the
center line of the car.
.
5
‘In said drawing, l0 indicates a portion of the
end structure vof the underframe oi the car. The
underframe structure in includes center sills
ll-l I, and end' sill l2, and side sills, said center,
end, and side sills being shown as formed of a 10
single casting and integral with the underframe
structure proper of the car. One of the side sills
only is shown, the same being indicated by 13 in
the drawing. The‘underframe structure I0 is
also provided with diagonal braces, one of which 15_
is shown and indicated by l4. Floor braces are
also employed extending between the center sills
and the diagonal braces l4, one only of said _
?oor braces being shown, the same being indi
cated by -| 5. The center sills are provided with 20
the usual stop lugs l8—l6 and i6—l6 and the
end sill has a striking face i‘l which cooperates
with the usual coupler Ill. The shock absorb
ing mechanism of the railway car and cooperat
ing elements are not shown in the drawing. The 25
end sill i2 has the usual vertical web I9 and top
and bottom, inwardly extending, horizontal
?anges 20-40.
.My improvements comprise broadly a sliding
end member A at each end of the car; springs 30
B—B and B—B opposing outward movement of
a
the end member; and combined adjusting and '
holding, means C-C cooperating with the end
member for moving the same outwardly against
the pressure of the springs and temporarily hold- 35
ing said end member in adjusted position.
In carrying out the invention, I provide each
of the end sills with two sets of spaced, vertical
webs 2l'—2| and 2 I—2|, thereby providing spring
pockets 22—22 at opposite sides of the end 01’ the 40
car. Each pocket is de?ned by the webs 2i-2l
and the top and bottom ?anges 20—20 of the end
sill I2. ,
The sliding end member comprises a shelflike
portion 23 extending from one side to the other 45
of the car, a vertical abutment wall 24 at the
forward edge of said shelf 23, and a pair of de
pending spring abutments 25-25 between‘ the
front and rear ends of said shelf 23. Each abut
ment 25 is formed by a transverse vertical wall 50
26 and bracing side webs 2'l—2‘| of substantially
triangular outline, as clearly shown in Figure 3.
The webs 21-21 are formed integral with the
shelf portion 23. As most clearly shown in Fig
ures 2 and 3, the central portion of the shelf is 55
,
2,1 15,064
slightly raised with respect to the front portion
thereof, said"raised section being indicated by 26.
The raised section 23 has the upper surface there
of disposed substantially in the plane of the lad .
walls 2-4-24‘ of said end members A—A. Upon a .
shock being imparted to the lading of the car,
the lading will be projected against either of the
end members A, thereby moving said end member
ing supporting portion of the car. The - shelf outwardly against the resistance of the cooperat
"is also provided with depressed rearward exten-v ingsprings 3-3 and 13-3. The springs are of 5
sions 29 at opposite sides thereof which’ engage su?icient capacity to restore the end member to'
beneath the corresponding ?oor braces l6,-ther'e
its original position. In loading a car with con
by preventing upward tilting of the rear end of tainer units, the units are arranged in series in
said end member A. The depressed forward end
' section-of-the shelf” of the end member A is
slidingly supported on the top flange 20 ofthe
endsill l2 andon the center sills I lg-I I‘. As most
clearly shown in Figure 3, the central section of
15 the wall 26 of the spring abutment 25 is thick
' ened, and said thickened section is provided with
a transverselycurvedseat,- as indicated at, 30.
The springs 3-3 and B-B are arranged in
one or more groups, each group extending,
lengthwise of the car between the abutment ‘
membersA-A. The abutment members A—A
are preferably so arranged and designed that
they exert a yielding pressure on the opposite
.ends of the series of container, units at all times,
thereby preventing damage to the containers,
’which might otherwise occur due ‘to the con- >
tainers being spaced apart with respect tole'ach
' pairs at opposite sides of the end of the car, each _ other. As will be evident adjustment of the end
-20 pair being contained in the corresponding spring
pocket 22. Each of the springs B has its front
and rear ends bearing respectively on the inner
side of-the vertical web i9 01' the‘end sill I2
and the wall 26 of the corresponding spring abut
25
members serves to increase or decrease the dis
tance between said members thus allowing for
differences in overall length of different groups of
20
containers due’ to difference in sizes of containers
comprisedirrsaid different groups-
"
In .loading' a car, the operation of ‘my im
. .The combined‘ adjusting and holding means proved mechanism is as follows: ‘Either one or 25
C—C cooperate with the spring abutments 25-45‘ .both of the abutments A—A of the car‘are ad
at opposite sides of the end of the car. Each justed outwardly to an extent to permit the ‘
combined adjusting and holding means C com
placing of theseries of container units there
30. prises a bolt'3l headed at the forward end, as between. The outward movement of each end 30
indicated at 32. The head of the bolt 3| has an member A is e?ected by adjusting the bolts
opening 33 therethrough,.adapted to receive an 3i—-3l. In adjusting each bolt 3i, the nut 36
operating bar by which'the bolt may be rotated thereof is screwed on to the bolt, thereby pull-l
to adjust the same.
7
The head
32 of ’ each bolt' ' ing the abutment end member A outwardly. As
35 is also provided with an annular ?ange 34 at the will be evident, the sliding rocking engagement
inner end which bears on the outer side of the of the nut 36 of each adjustable bolt 3| on the
vertical web IQ of the end sill l2. The bolt 3i . bearing seat of the corresponding spring abut
extends between the springs B-_-B at the corre
ment member 26 of the end member A permits
sponding side of the end of the car and has its adjustment of the bolts independently without
40 rear end threaded, as indicated at '35. A nut 36 binding thereof. as the bolts may'angle lateral‘
is mountedon the threaded portion 35 of the ly. When theseries of containers has been
bolt and has a transverselycurved-bearing face loaded between' the‘ and members A—A, the
ment 25.
'
'
a
31which engages in the curved seat 30 so that bolts 3l-—3| are adjusted in a reverse direction,
the‘bolt vmay angle laterally with respect to the ' thereby permitting the springs 13-3 and B—-B
longitudinal axis of the car. = A locking element ,
to move the end member A against the adjacent 45
container of the series. As will be evident, the
containers are thus yieldingly clamped between
to prevent accidentalremoval of the nut 36 from ' the end members A—A at opposite ends of the’
the bolt 3|. When the bolt is turned, the nut car.
50 36 is held against rotation. by the flat top and
I have'herein shown and described what I
bottom faces thereof engaging the straight top' now consider the preferred manner of carrying
and bottom walls 39-.—39 of the-seat 30. As out my invention, but the same is merely illus
shown most clearly in Fig‘. 3, the threaded porév trative and I contemplate all changes and modi
tions of the bolts‘are of su?lcient length to per - ?cations that come within the scope of the
I
_ >
55 mit full outward adjustment of each member A ' claims appended hereto.
55
[to a position where movement thereof is limited‘
I claim:
by engagement of the wall 26 with the inner
1. In a railway car including an underframe'
in the form ofa small bolt 38, extending through
the inner end of the shank of thebolt 3|, serves
edges of the-?anges ‘20-40, of the corresponding
end sill. The parts are-s0 proportioned that the
outward movement of the » end member A is
stopped by the shouldered engagementof the wall
26 with the ?ange 26 of the end sill at a point
where the abutmentv wall of the end member A
is spaced inwardly from the front or outer face
65 of the end sill l2'ofthe car. ‘Thus the end mem
her is at all times within the outer limits of the
end of the car and movement of said end mem
ber in no wise interferes with the clearance lim
its prescribed in modernrailway practice.
'
.As willbe evident, the construction of the end
members A—A and cooperating parts is the
' .same at‘ the opposite ends of the car and the
70
' ,end' members serve as yielding shock absorbing
' means to absorb the shocks imparted to the lad
76 ing which is disposed between the abutment
structure provided with horizontal ?oor braces,
the combination with an end member at each
end of the car slidingly supported on said under 60
frame; of yielding means reacting between the
underframe structure and each end member to
yieldingly oppose outward movement of said end
member; and a guide shelf on each member
slidingly engaged underneath the floor brace at‘
the corresponding end of the car.
_
2. In a‘railway car including an underfrarne
structure provided'with a horizontal ?oor brace
at each'end of the car, the combination with >
sliding abutment members‘ at opposite ends of 70
the car, said abutment members having shoul- V
dered engagement with said floor braces to limit
inward movement of said members; of yielding
means opposing outward movement of said
abutment members.
'
3
2,115,064
3. In a railway car body comprising support
ing means extending lengthwise thereof for sup
porting a group of freight containers arranged
in series lengthwise of the car, the combination
with an end member on the car including a con
tainer supporting section and a. transverse wall
rigid therewith; of guide means slidingly sup
porting said member at the end of said support
ing means; stop means for limiting outward
movement of said end member to a position
within the end limits of the car body; a ?xed
abutment on the car; shock absorbing spring
means interposed between said end member and
the ?xed abutment means yieldingly opposing
15 outward movement of said end member; and
means for adjusting said end member outwardly
and inwardly to conform with di?erent sizes in
length of container groups, said adjusting means
including an outwardly and inwardly movable
20 element having outward pushing contact with
said end member and a screw member for ad
justing said movable element, said screw having
a projecting operating head portion exterior of
the end of the car.
4. In a railway car, the combination with an
underframe structure including transverse end
sills; of a sliding end member at each end of
the car spaced inwardly from the outer limits
of said end sills, each end member having an
abutment wall for the lading of the car; yield
ing means opposing outward sliding movement
of each end member; combined adjusting and 10
holding means ‘for spreading said members
apart lengthwise of the car to accommodate
different over-all lengths of lading therebe
tween, permitting further outward yielding of
said members, and for holding said members
against inward movement from said adjusted
position; and stop means for limiting outward
movement of said end members to a position
spaced inwardly from the outer limits of said
end sills.
'
WILLIAM M. DWYER.
""
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